Fuel-saving valve



June 10, 1930. v. PARKINS 1,762,308

FUEL SAVING VALVE Filed Aug. 1, 1928 INVENTOR. 7. Par-79in 6 BY fly 0 ATTORNEYI Patented June 10, 1930 I PATENT OFFICE VIRGIL PARKINS, F TIFFIN, OHIO FUEL-SAYING- VALVE Application filed August 1,1928. Serial No. 296,733.

The present invention is directed to improvements in automatic fuel saving valv for internal combustion engines.

'The primary object of the invention is to provide a device of this character so. constructed that it can be conveniently placed between the carburetor and intake manifold, the construction being such that atmospheric air will be only admitted to the intake manifold after the engine has been running for aperiod of time and has become heated.v v Another object of the invention isto provide a device of this characterconstructed in such manner that a rich fuel mixture will be available when starting the motor, which is especially desirable in cold weather.

Another object of the invention is to provide a device of this character which is simple in construction, durable, automatic in operaaction, and one which can be manufactured at a small'cost.

Another object of the invention is to provide a device of this kind wherein atmospheric air will be admitted into the fuel charge as soon as the engine is heated, thus conserving fuel.

- With these and other objects in view, this invention resides in the novel features of construction, formation, combination and arrangement of parts to be hereinafter more fully described, claimed and illustrated in the accompanying drawin, in which Figure 1 is a side view of a carburetor and portion of the intake manifold, showing the flange of the valve engaged therebetween.

Figure 2 is a longitudinal sectional view through the device, on an enlargedscale.

Figure 3 is a front view of the valve, removed.

Referring to the drawing, 1 designates a conventional form of carburetor and 2 the adjacent end of the intake manifold, and between which the improved valve 3 is interposed. The valve comprises a flange 4 having diametrically opposed openings 5 formed therein and through which are passed the bolts 6 which serves to hold the flange firmly clamped between the flanges 7 and 8 of the carburetor and intake manifold, respectively. 50 The flange 4 is provided with channels 9,

preferably four in number which lead from its periphery and have their inner ends opening into the annular groove 10 formed in the front face of the flange 4.

A shell 11 is formed integral with the flange 4:, said shell having valve seats 12 carried thereby, four of which are used, but it will be of course understood that the number may be increased if desired.

A casing 13 is provided and confines the shell 11, said casing having its rear end pro-- vided with a flange 14 which is fitted in the groove 10, the outer end of said casing having a rim 15 in which is fixed the forward end of the shell. The casing is greater in diameter than the shell 11, thus providing an annular air receiving chamber 16 The casng 1s formed with openings 17 in which are engaged the needle valves 18, said valves cooperating with the seats 12 to regulate the admission of atmospheric air from the cham-. ber 16 into the shell through the valve seats.

It will be obvious that atmospheric air can pass through the channels 9 into the groove 10 and thence into the chamber 16, the air thus admitted being retained in said chamber as long as the valves 18 are seated.

Each valve has its outer end fixed intermediate the ends of the thermal'bars 19, the ends of which are fixed to the casing 13. These bars are so arranged that when the engine has become heated they will expand and lift the valves from the seats, thus permitting fresh air from the chamber 16 to enter the shell through the seats and mix with the incoming charge, thus saving gas.

The shell andcasing are extended into the manifold 2 and are consequently out of sight and will be protected-against injury, the construction being such that the flow of fuel from the carburetor will not be in any way retarded. 7

Since the valves remain seated until the engine is hot no air will be admitted into the manifold to break the vacuum when starting the motor. inoperative when the engine is initially started, and at a time when a rich mixture is desirable and especially in cold weather.

' From the foregoing, it is thought that the Therefore the device is construction, operation and many advanta'ges of the herein described invention will be apparent to those skilled in the art, without further description, and it will be understood that various changes in the size, shape, and proportion and minor details of construction, may be resorted to without departing from the spirit or sacrificing any of the advantages of the invention.

' What is claimed is 1; A device of the class described, comprising-a shell adapted tobe extended into the intake manifold of an internal combustion engine, valve'seats carried by the shell, a casing confining the shell and spaced therefrom to providean annular air receiving chamber, means for admitting air into the vchamber, valves slidable in the casing and cooperating with said seats, and thermostatic means for controlling the valves to permit passage of air from the chamber into the shell. I

2. A device of the class described, comprising a shell adapted to be extended in the intake manifold of an internal combustion engine, a casing confining the shell to pro- 1 vide an annular air receiving chamber, valve seats carried by the shell, valves slidable in the casing and through the chamber and cooperating with the seats, and thermal bars fixed exteriorly of the casing and engageable with the valves for controlling the flow of air from the chamber into the shell.

' 3. A device of the .class described, comprising a flange for engagement between the carburetor, and intake manifold of a combustion engine, a shell carried by the flange and confined within said manifold, a casingenclosing the shell to provide an air chamber, means carried by the flange for admitting atmos heric air into the chamber, and thermostatlc means controlling the flow of air from the chamber into the shell.

In testimony whereof I aflix m signature.

VIRGIL PARKIN a 15. 

